Automatic train-speed-control device



c. C. FARMER. AUTOMATIC TRAIN SPEED CONTROL DEVICE. ,I APPLICATION FILED MAY I2. 1920. RENEWED JAN. I4, I92I.

Patented July 18? 1922.

2 SHEETS-SHEET I.

C. C. FARMER.

AUTOMATIC TRAIN SPEED CONTROL DEVICE. APPLICATION FILED MAY I2. 1920. IIEIIEWED IAN. 14,1921.

lyggg. Patented July I8? 1922,

2 SHEETS-SHEET 2.

IIR

sa Io] `I HAVEN-rom CLYDE' C WARMER ATTORNEY CLYDE C. FARMER, OF EDGEVJOOD, PENNSYLVANIA, ASSIGNOR T0 THE WESTING- HOUSE AIB.- BR-AKE COMPANY, OF VILMERDING, PENNSYLVANIA, A 0633?()- R-ATION OF PENNSYLVANIA.

AUTOMATIC TRAIN-SPEEDsCONTR-OL DEVICE.

lAZS/lel.

Application filed May 12, 1520, Serial No. 380,856.

To all whom it may concern:

Be it known that I, CLYDE C. FARMER, a citizen of the United States, residing at Edgewood, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Automatic 'lrain-Speecl-Control Devices, of which the following is a specication.

This invention relates to an automatic speed control apparatus for controlling the speed of railway trains.

It has heretofore been proposed to provide a train speed control equipment in which the maximum speed at which the train may run is determined according to the traffic conditions, such as high speed, low speed, and an intermediate speed limit.

It will be evident that the same range of speeds would not be suitable for different classes of service, such as passenger ire. freight service. and train yard service7 and also that the speed control apparatus should be inoperative, where the equipment is operating on a road not equipped for automatic train control..

One object of my invention is to provide means whereby the range of train speeds may be varied to correspond with the class of service.

In order to prevent the engineer from changing' the speed range at will, another object of my invention is to provide a change speed apparatus the range of speeds of which can only be changed at points where a signal operator or tower man is located and only when authorized by said operator.

Other objects and advantages will appear in the following more detailed description of the invention.

In the accompanying drawings;l Fig. l is a central sectional view of a cha-nge speed gear mechanism for varying the speed ratio of the train speed controlling governor and embodying my invention: Fig. 2 a section on the line II-II of Fig. l; Fig. 3 a face view o'l' the operating handle; Fig. et a section on the line IV IV of Fig. 2; Fig. 5 a detail sectional view of the locking device for locking the gear mechanism in the low speed position; Figs. 6, T, and 8. side elevational views of the intermediate speed staff, the high speed staff, and the neutral staff respectively; Figs. 9, l0, and 1l, end views of the respective sta-ifs shown in Figs. 6, 7, and 8 5 and Fig. l2 a detail view, showing Specification of Letters Patent,

Patented July l, i922.

Renewed January 14, 1921. Serial No. 437,356.

the application of an intermediate speed staff to the bars which determine the movement of the staff.

The change speed gear construction may comprise a main casing l having a cover plate 2 at one end and a cover plate 3 at the opposite end, secured to the casing by bolts et.

Operatively -ronnected to a driving axlel of the locomotive and mounted in a ball bearing in the cover plate 2 is a shaft and on said shaft is mounted a. sliding gear 6 which is keyed to the shaft 5. Adjacent to :he cover plate 2 a gear T is mounted to freely rotate on the shaft.

lu axial alinement with the shaft 5 is a shaft 8 which is operatively connected to a speed governor device 9, and is mounted in a ball bearing in the cover plate 3. Secured to the inner end of the shaft 8 is a gear l() having a roller bearing ll therein. within which the end of the driving shaft is mounted.

Adjacent to the shafts 5 and 8 is an idler shaft l2, the opposite ends of which are mounted in ball bearings in the cover plates 2 and and on said shaft are secured gears I3. li, and l5 adapted to mesh respectively with the gears 7, 6, and l0.

Carried by the gear 6 is an internal gear '16 adapted to mesh with the gear l0 upon sliding the gear 6 to the right so as to serve as a clutch for operatively connecting the driving shaft 5 to the governor shaft S.

0n the opposite face of the gear 6 there is provided a clutch member ll' adapted upon a sliding movement of the gear 6 to the left, to engage. a corresponding clutch member 1S for operatively connecting the drivinc` shaft 5 to the gear 7.

The sliding movement of the gear 6 is effected by a lever 19 having' one end mounted to rotate in asuitable bearing and having a fork 2O at the opposite end adapted to engage a pin 2l on a member 22.

The member 22 comprises a cylindrical section having telescoping cylindrical casings and 24 mounted within the opposite ends of the cylindrical section. Springs 25,

26, and 27 are mounted within the casings on a shaft 28 and are separated by sliding collars Q9 and 3U. .ftlthough a single spring would accomplish the desired purpose, the spring is made in three sections for convenience in assembling the parts.

so that upon movementof the member 22in one direction, one of the casings moves with the member 22 to compress the springs and V upon movementof the member in the other direction, the other casing moves with said member to compress the springs. Thus the springs tend to yieldingly maintain said member in its central position.

The member 22 is provided with oppositely disposed lingers 31 adapted to engage in an annular groove 32 formed on the outside of the internal gear 16, so that movement of lever 19 operates to shift the gear 6 to the right or left.

The lever 19 is adapted to be rotated or rocked by means of a manually operated handle 33 and said handle is adapted to be operatively connected to the .lever 19 by means of a removable stai.

Each staff is provided with a round section adapted to engage within alined openings in the handle 33 and the lever 19.

According to the construction shown in the drawings, provision is made for four operating conditions.v namely; passenger service or a high speed range, freight service or a medium speed range, yard service or a low speed range, and serviceV where the trainv speed control is inoperative or neutral.

For this purpose three different staffs are provided, an intermediate speed stai 34, a neutral staff 35, and a high speed stati1 36, as shown in Figs. 6, 7, and 8 respectively. l

Each staff has a key 37 for engaging a key way 38 in the handle 33 and a key 39 for engaging a key way 40 in the arm 19, Each key 39 has its outer end champered off as shown, and the key 39 of the staff 35 has the sides champered, so as to permit a certain amount of lost motion in the key way 40.

The staff 34 has at its inner end a Hat section 41 having a notch 42 and the keys 35 and 36 have a at section 43.

-Bars 44 and 45 see Fig. 12 are arranged in the gear box 1 and are provided with respective notches 46 and 47 in position for receiving the fiat section of the key, as shown in F ig. 12.

Vf hen the staff 34 is inserted in position, the. flat section 41 engages the bar 44 at one side, while the notch 42 permits 'free rotative movement of the staii" with respect to the bar 45, so that this key may only be rotated in a clockwise direction.

The ijlat section 43 of the staffs 35 and 36 does not extend through the rear bar 44 but engages the bar 45 at one side, so that these staffs can only be rotated in a counter clockwise direction.

,Vhen no statt is inserted in the gear box, the springs 25, 26, and 27 throw the parts to the low speed position and said parts are then locked in this position by a pin 46 which is subject to the pressure of a spring 47 and which, when the arm 19 is in its low speed position, engages in an4 aperture 48 in the arm 19, as more clearly shown in Fig. 5.

The handle 33 is adapted to be'locked inv its different operating positions by a device which is held in its locking position so long as there is pressure in the main reservoir, but when pressure is lost, the device releases the handle, so that the parts are shifted to the low speed position.`

Forjthis purpose, a piston 49 is `provided, which is subject on oneside tof-the pressure in the main reservoir as supplied thereto through a pipe 50 and on theopposite side to the pressure of a spring 51.

attached to the pistonf49 isia stem52,the end of which works in af'b'oref of a locking rod 53,v the stem52 being slotte-d for a pin 54 secured to the rod 53,sothatthe movement Vet the stem -52 bypistn49 will torce theV rod into locking position.y

' The outer end ofthe rodl 53 is of reduced diameter adapted tok work in an arc-shaped slot 55 in thehandle 33Y and adjacent to the end-is an enlarged sectie-n 56 which is .adapted to engage corresponding recesses 57 in thehandle .according to the position of adjustment of said handle. Y

A light coil spring 58 mounted on the stein 52 is interposed between the rod andthe pistonY 49, so that'the rod 53 is yieldingly .held in its locked position, but may be released from the handle-33 by pressing in on the outer end of theV rod, against the spring 58.

Means are provided, so that the engineer can only secure a stati' for operating the change speed gear mechanism as authorized by a tower man or other operator at designated points, such means being the subject ot les a companion application, Serial No. 380,858,

tiled May 12, 1920.

ln operation, without anystaff inserted in position in the gear-box, the yielding member 22, through the fingers, 31, maintains the gear 6 in mesh with the gear 14 and the parts are locked in this position by the pin 46 engaging in the aperture 48 of' the arm 19,

lith the above gears engaged` the rela-r tive speed of the governor 9 will be in accordance wit-h the gear ratio provided .by said gears and the gears and 10, the transmission being rom the gears 6 and 14 through shaft 12 and thence through the gears 15 and 10 to the speed governor shaft 8. -It t-he engineer obtains an intermediate staff 34 at a. designated point he is enabled to adjust the gear mechanism Jfor the intermediate speed range by inserting the stati in the proper opening through the handle As the staff is pushed in, the pin 46 raised by the engagement of the champered end of the key 39 with the tapered end of the pin, so that the arm 19 is unlocked tor rotative movement. The handle 33 is then rota-ted after rst depressing the rod 53, so as to release the section 56 from the recess 57 in the handle 33.

As will be noted, however, from Fig. 12, the handle can only rotate the stati7 in a clockwise direction, by reason of the engagement of one side of the flat section 41 with the bar 44, so that the arm 19 is turned to the lett, causing the clutch member 17 to engage the teeth of the clutch member 18 and causing the disengagement of the gears 6 and 14.

The gear 7 is thus operatively connected to the driving shaft 5 and the transmission is through the gear 13 and shaft 12 to the gears 15 and 10 and the speed governor shaft 3.

The gear ratio thus connected up causes the speed of the governor 9 relative to the speed of the driving shaft to correspond with that desired Jfor the intermediate speed range.

/Vhen the handle 33 is shifted to the intermediate speed position, the enlarged section 56 of the rod 53 drops into the corresponding opening 57 in the handle 33 and thereby locks the parts in this position so long as there is substantial pressure in the main reservoir.

It, however, the main reservoir pressure should fail, for any reason, the piston 49 will be moved back by the spring 51 and the enlarged section 56 of the rod 53 will be retracted, thus releasing the handle 33 and permitting the parts to be automatically returned to the low speed position by the action of the springs 25, 26, and 27.

If a high speed staff 36 is obtained by the engineer and inserted in the gear box, the flat section 43 thereof will only extend through the bar 45 and in this case, the staff can only be rotated by the handle in a counter clockwise direction.

After depressing the rod 53, the handle 33 can be turned to the right to the high speed position and the arm 19 is turned in the same direction, so that the gears 6 and 14 are disengaged, while the internal gear 16 engages with the gear 10. A direct communication is thereby made from the driving shaft 5 to the governor shaft 8 for operating the governor at the high speed range.

If a neutral staiiq 35 is provided and inserted in the proper place in the gear box, the handle 33 may be turned to the right, the same as with a high speed stati?, but it will be noted that the key 39 of the staff 35 is cut away at the sides, so that there is a certain amount of lost motion between the staff and the arm 19.

The result is that while the handle 33 is turned to the high Speed position, the arm 19 will be turned through a lesser angle, for example, if the angular movement to the high speed position be 25, the lost motion may be such that the arm 19 only turns through an angle of 170, as indicated in Fig. 3.

This movement of the arm 19 serves to disengage the gears 6 and 14 but is not suf` icient to cause the engagement of the internal gear' 16 with the gear 10.

As a consequence, the driving shaft 5 is entirely disconnected from the governor shaft 8 and the speed mechanism is thus rendered inoperative,

It will thus be seen that by means of the above described construction, the speed range ofthe apparatus may be changed to correspond with the particular class of service in which the locomotive is to be used, but the engineer cannot make any change in the speed range unless authorized to do so by the train despatcher allowing him to receive a staff corresponding' with the proposed speed range.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In a train speed control apparatus, the combination with a speed governor and a driving member operating in accordance with the speed of the train, of a change speed mechanism operatively connecting the driving member with the speed governor for varying the speed of the governor relative to the speed of the driving member.

2. In a train speed control apparatus, the combination with a speed governor and a driving member operating at a speed relative to the speed of the train, of a change speed gear mechanism having different positions for varying the speed of the governor relative to the speed of the driving member and means including a removable staff for setting the speed gear mechanism to its different positions.

3. In a train speed control apparatus, the combination with a speed governor and a driving member operating at a speed relative to the speed of the train. of a change speed gear mechanism having diii'erent positions for varying the speed of the governor relative to the speed of the driving member, an arm for shifting said mechanism to its different positions, a handle, and a removable stair for operatively connecting the handle with said arm.

4. In a train speed control apparatus, the combination with a speed governor and a driving member operating at a speed relative to the speed of the train, of a change speed gear mechanism having different positions for varying' the speed of the governor relative to the speed of the driving member and means including a removable staff for biasing the shifting of the gear mechanism to one of its positions.

5. In a train speed control apparatus, the

combination With a 'speed governor and a driving'member operating at a speed relative to the speed ot 'the train, oi a change speed gear mechginism having' ditterent positions for varying the speed of the governor relative to the speed ot the driving member, a handle for shitting said gearinechanism to its different positions, a removable stati' for operatively connecting the handle to said gear mechanism, and means :for limiting the movement otl the stattl` and thereby the handle to one of the operating positions.

6. In a train speed control apparatus, the combination With a speed governor and a driving member operating at a speed relative to the-speed of the train, ot a change speed gear mechanism having different positions t'or varying the speed ot the governor relative to the speed of the driving member, a handle for shifting said gear mechanism lto its different positions, a removable stati" tor operatively connecting the handle to said gear mechanism, and means for locking the staff and thereby the handle against movement except to one position corresponding With vthe staff employed.

7. In a train speed control apparatus, the combination with a speed governor and a drivingfmember operating at a speed relative tothe speed of the train, ot a change speed gear mechanism having diiierent positions for varying the speed of the governor relative to the speed ot the driving member, a rotatable arm 'for shittingsaid gear mechanism to its different positions, a handle, a removable stati for operatively connecting` the handle to said arm, and means tor limiting the rotative movement. o't` the staii, so that the gear mechanism can be shifted to only one of its different positions. i 8. In a train speed control apparatus, the

combination with a speed governor and a. driving member operating at a speed. relative to the Speedo-t the train, ot a change speed gear mechanism having different positions for varying the speed oit' the' governor relative to the speed of the driving member and means constantly tending` to shift said mechanism to one ot its positions.

9. In a train speed control apparatus, the combination withv a speed governor and a driving member operating ata speed relative to the speed ot the train, ot a change speed gear mechanism havingdiilierent positions for varying the speed oit the governor,

,including a low speed position and means tending to yieldingly maintain said mechanism m its low speed position.

10. In-a train speed control apparatus,

the combination with a speed governor' and a driving member operating at a speed relative to the speed of the train, of a change speed gear mechanism having different positions or varying the speed ot the governor, including a 10W speed position and a spring device constantly tending to shift said gear mechanism to and maintain the same in its low speed position.

l1. In a train speed control apparatus, the combination with a speed governor and a driving member operating at a speed relative to the speed ot the train, of a change speed gear mechanism having diiierent positions for varying the speed oi' the governor relative to the speed of the driving member and including a low speed position, an arm ior shitting said mechanism, means tending to shift said mechanism to its loiv speed position, and a locking device tor locking said arm in the low speed position.

l2. In a train speed control apparatus, the combination with a speed governor and a driving member operating at a speed relative to the speed oi the train, ot a change speed gear mechanism having different positions l'or varying the speed of the governor relative to the speed oi the driving member and including a low speed position, an arm tor shifting said mechanism. a handle, a removable staff tor operatively connecting'said handle to said arm, and a locking device tor locking said arm in the lov.' speed position and adapted to be released upon inserting the stati' in position.

13. In a train speed control apparatus, the combination with a speed governor and a driving member operating at a speed relative to the speed of the traiinot a change speed gear mechanism having different positions for varying the speed of the governor relative to the speed of the driving member and including a low speed position, means tending to shift said gear mechanism to its low speed position, an arm for shitting said mechanism to its' different positions, a handle, a removable staff for operatively connecting said handle to said arm, anda locking device for locking said arm in the low speed 'position and adapted to release said arm upon insertion of the stati in position.

14. In a train speed control apparatus, the combination With a speed governor'Y and a driving member operating at a speed relative to the speed of the train, .oit a change speed gear .mechanism having different positions for varyingthe speed oi` the governor relative to the speed ot the driving member, means including a handle tor shitting said gear mechanism to its diiierent positions, a device for locking said handle against movement, and means operatedsby fluid under pressure Jfor maintaining said device inits locked position.

15. In a train speed control apparatus, the combination with a speed governor and a driving member operating at a speed relative to the speed ot the train, of a change speed gear mechanism having different positions i'or varying the speed of the governor relative to the speed of the driving member, means including a handle for shitting said gear mechanism to its diliierent positions, a detent for locking said handle in its difi'erent positions, and means operated by fluid under pressure for holding said detentin its locked position and adapted upon release ot' fluid pressure to release said detent.

16. ln a train speed control apparatns,the combination with a speed `governor and a driving member ogerating at a speed relative to the speed of the train, of a change speed gear mechanism having different positions tor varying the speed of the governor relative to the speed of the driving member, means including a handle for shifting said gear mechanism to its different. positions, a yielding' detent tor locking said handle in its different positions and adapted to be manually released, and means operated by fluid under pressure for holding said detent in its locked position and adapted upon release of fluid pressure to release said detent.

17. ln a train speed control apparatus,the combination with a speed governor and a driving member operating at a speed relative to the speed of the train, of a change speed gear mechanism interposed between the driving member and the speed governor and having different positions for varying the speed of the governor relative to the speed of the driving member, means tending to shift said gear mechanism to one speed position, a handle for shifting said mechanism, and means operated by fluid under pressure for locking said handle in its different operating positions and adapted upon release of fluid under pressure to release said handle and thereby permit movement of the handle and the gear mechanism to said speed position.

1S. 1n a train speed control apparatus,the combination With a speed governor and a driving member operating at a speed relative to the speed of the train, of a change speed gear mechanism interposed between the driving member and the speed governor and having different positions for varying the speed of the governor relative to the speed of the driving member, a handle, a removable stall for operatively connecting said handle to said gear mechanism, and means tending to shift said gear mechanism to a low speed position and operative upon removal of the stad.

19. 1n a train speed control apparatus, the combination with a speed governor andva driving member operating according to the speed of the train, of a change speed gear mechanism interposed between the driving member and the governor and having a lovv speed position, a high speed position, an intermediate speed position, and an inoperative position, an arm for operating said gear mechanism, a handle, and removable siati's Ytor operatively connecting said handle to said arm, one adapted to permit movement oi'v the handle only to the high speed position, another only to the intermediate jeed position, and another only to the inoperative position.

20. 1n a train speed control apparatus,the combination vvith a speed governor and a driving member operating according to the speed oil the train, ot a change speed gear mechanism interposed between the driving member and the governor and having a loiv speed position, high speed position, an intermediate speed position, and an inoperative position, an arm for operating said gear mechanism, ay handle, removable staffs for operatively connecting` said handle to said arm, one adapted to permit movement oi the handle only to the high speed position, another only to the intermediate speed position, and another only to the inoperative position, and means tending to shift said gear mechanism to the lovv speed position in the absence ot a stati".

21. 1n a train speed control apparatus,the combination With a speed governor and a change speed gear mechanism having a pluralit-,v ot' positions for varying the speed ot the governor relative to the speed of the train, of a handle :tor shifting said gear mechanism to its different positions, a plurality o't removable stalls for operatively connecting said handle to said gear mechanism, and means for defining the movement ot each staff, so that the handle can only be shifted to a particular position, corresponding with the stall employed.

Q2. ln a train speed control apparatus,the combination with a speed governor and a driving member therefor, of means for operatively connecting the driving member to the governor for operating the governor at different speeds relative tothe speed of the driving member, a handle for shitting said means to its different speed positions, and a removable stati tor operatively connecting said handle to said means.

23. 1n a train speed control apparatus,the combination ivith speed governor and a driving member therefor, of means for operatively connecting the driving member to the governor for operating the governor at different speeds relative to the speed of the driving member, a handle for shifting said means to its different speed positions, and a removable staff for operatively connecting said handle to said means and for determining the speed position to which the handle may be moved.

1n testimony whereof I have hereunto set my hand.

CLYDE C. FARMER. 

